Fuel pump for oil engines



2 Sheets-Sheet 1 n 'noenor NowK c). 60131303' mnea l. M d. M 9N M. J.GOLDBERG FUEL PUMP FOR OIL ENGINES Filed April '28, 1930 1 oct. 24,1933.

Oct. 24, 1933. M J GOLDBERG 1,931,691

FUEL PUMP FOR OIL ENGINES Filed April 28, 1930 2 She 2^'.S-Sl1eerl 2Patented Oct. 2,4, 1933 FUEL PUMP FOR'y OIL ENGINES Mark J. Goldberg,Beloit, Wis., assignor to Campbell, Wyant & Cannon lFoundry Company,Muskegon, Mich., a corporation of Michigan Application April 2s, 1930.yserial No. 447,919 s claims. (ci. 12a-139) i This invention relates to afuel pump for oil engines, particularly those of the type in which fuelis injected 4under heavy pressure into compressed air above a piston inan internal c'ombustion engine substantially at the limit of thecompression stroke of the piston, the fuel being ignited due to the hightemperature generated through the heavy compression of the air.

In the injection of fuel into the compressed air in an engine cylinderit is apparent that for different speeds and loads of the engine theamount of fuel should be varied, increasing or diminishing in accordancewith the work which has to be performed. It is also apparent that it isvery desirable, and from a practical standpoint necessary, that theltime at which the fuel may be injected into compressed air should besubject to variation within proper limits in analogy to the advancing orretarding the spark in internal combustion engines in which the chargesare electrically ignited from spark plugs.

The pump which I have devised is one particularly applicable to enginesof a small, compact and high speed design such as are required par- 2'5ticularly for automotive engines, and also for marine engines, in bothof which the speed and load is widely variable and the engine is of arelatively small and compact size and design.

My invention'consists of many novel details of construction andcombination and arrange- 'ments of parts for the effective production ofvan oil fuel pump for internal combustion engines available for use asstated, and in which the fuel injected into the cylinders of the enginemay be varied either by manual control or automatically by governorcontrol, and in whichthe time of injection of the fuel may be controlledand varied by manual control. Understanding of the inventionmayjbe hadfrom the following description taken in conjunction with theaccompanying drawings, in which,

Fig. 1 is ay vertical section through the pump of my invention, it beingunderstood that one of these pumps would be used for each of thecylinders in multiple cylinder engines, the parts thereof of all of thepumps being actuated by the same cam shafts, and

Fig. 2 is a fragmentaryhorizontal section and plan view showing thedrivingand controlling mechanisms used for varying the quantities offuels for different speed and load conditions and forY varying the timeof fuel injections. y

`Like reference characters refer to like parts in the figures of thedrawings. 55. In the construction of the pumping unit for a cylinder-'ofan engine, a body l of metal is provided into a side of which the inletfuel pipe 2' leads to a cavity '3 within the body which is made in anupwardly projecting portion 4 thereof. Said part 4 is verticallypositioned and bored'and threaded at its upper portion for the receptionof a plug formed .of two parts, an upper part 5 and a lower part 5a, theupper part being threaded into the upper end of the projection 4 andforcing the lower part 5a downwardly against a suitable seat therefor,as shown. 'The two parts 5 and 5a of the plug are interiorly recessedmaking a chamber 6 to which openings or passages 7 lead from the cavity3 as shown. The lower part 5a of the plug has a central longitudinalopening therein in which a valve stem 8 is mounted, there being a valve9 at the lower end of the valve stem which, when in the upper positionof the valve, as shown in Fig. 1, `closes the passage. Normally thevalve 9 and stem 8 are yieldingly held in upper position bya coiledspring 10 1ocated within chamber 6. The body 1 has a longitudinalchamber 11 therein made from one side ofthe body nearly through to theother side rwith which the lower end of thepassage through the part 5acommunicates and is normally cut olf by the valve 9. The outer end ofthe chamber 11 is closed by a screw 12. A cap`13 threads onto the upperend of the upper part 5 of the plug first described covering the same asshown.

Alongside the upwardly extending projection 4 of the body 1,l a valvehousing 14 is located provided at its lower portion with a reducedexteriorly threaded neck which threads through an opening made in theupper side of the body 1 to the chamber 11. The housing 14 has a chamber15 in itsv upper portionuand a passage therefrom downwardly tocommunicate with the chamber 11. In this passage a valve stem 16 isslidably mounted -provided with a valve 17 at its upper end which itslower position closes the passage from the chamber l5.

An outlet member `18 threads into the upper end of the housing 14 andfrom the same an outlet pipe 19 for the fuel leads away, being connectedto the outlet member 18 by a vsuitable coupling; and passages 20 leadfrom the chamber 15 through the outlet member 18 so as to carry fueltherefrom to the pipe 19. In practice the pipe 19 leads to the injectionvalve which carries the fuel to and injects it into the compressed airin a cylinder, which air is compressed on the compression stroke of thepiston, as'fully shown in acopending application, Serial N0. 447,917,led April 28, 1930, relating tothe structure of the injection 110 loovalve. A coiled spring 21 is located in the chamber l5 and acts upon thevalve 17 to yieldingly hold it normally in lower closed position asshown in Fig. 1.

Below the chamber 1l and in direct axial align ment with the housing lllis a bushing 22 having a passage therethrough which leads to a chainber23 in the body l. A spill valve 24 passes through the bushing 22 and isacted upon by a spring 25- in the chamber ll, as shown, to nor mallyhold the valve in a position to close the passage from the chamber ll tochamber 23.

A drainage pipe 26 leads from the chamber 23 and is designed to go tothe main. supply of liquid fuel, serving as a bypass for such fuel as isnot required in the engine operation as will later be described.

Directly below and in axial alignment with the plug members 5 and 5a isa relatively long cylinder guide 27 which serves as the barrel of theforce pump and which threads upwardly through openings made in the bodyl to the underside of the chamber ll. A guide sleeve 28 threads upwardlythrough another opening in the underside oi the body 1 to the chamber 23and the second sleeve 23 is in axial alignment with the bushing 22 andthe housing le.

A cam shalt casing 29 is formed integrally at its upper side with anupwardly extending housing having vertical walls 30, the housing beingopen at its upper side. The body l, with the attached parts described,is located upon the upper ends of the sides 30 and with the sleeves 27and 23 emending into said housing. The cam shaft casing is closed at itslower side by a cover 3l. in a manner analogous to the cover oi a crankcase in internal combustion engines.

Two cam shafts 32 and 33, parallel to each other, are spaced apart shortdistances, extending lengthwise of the cam shaft casing and are rotatably mounted therein. On the cam shaft 32 a plurality of spaced apartcams 34 are secured or integrally formed and, similarly, other cams 35are fixed on the shaft 33. While the disclosure with reference to Fig. 1is of a pump in which the parts are actuated by one cam 35 and one cani34, it is to be understood that with a multiple cylinder engine eachcylinder requires the operative action of a cam 34 and a cam 35 and thatall of the pumps for a multiple cylinder engine are actuated by the camson the two cam shafts 32 and 33.

Levers 36 and 36a, respectively, are located over the cams 34 and 35 andextend outwardly and upwardly having pivotal mountings at their upperends at 37 and 37a, respectively. Each of the levers at its inner endand underside carries al roller 38 riding against the cams 34 and 35respectively. Each of the levers at its inner end and upper side lowerends of two vertically positioned rods 40 and fil bear against the uppersides of the rockers 39.

Said rods 40 and 4l pass upwardly through guide sleeves i2 at the upperside of the cam shaft case; and the vertical axes of the rods 40 and 4lare coincident with the axes of the sleeves 23 and 27 respectively.

e. tappet rod 43 passes slidably through the sleeve 23 and at its lowerend portion has a disc de thereon between which and an outwardly ex=tending flange on the sleeve 23 a coiled com pression spring l5 islocated which tends to move the rod e3 downwardly and bring the lowerend portion flo connected with said rod 43 snugly Leanser against theupper end of the roo' a piston 47, in the form of a cylindrical ro i, issiiolakilgY mounted through the sleeve or barrel 27 and its lower end isheld against the upper end oi the rod el through the force of a coiledcompression spring i3 which bears against a dished member e9 connectedat the lower end of the piston e7, the upper end of the spring edbearing against the body l.

At an end of the cam shaft 33, as shown in 2. a spiral gear 50, having arelatively wi lace, is secured, which is driven a seco' narrower spiralgear 5l splined on the end of a drive shaft 52 which may be operatedfrom the engine. The shaft 52 has mountings in any suit-a able part 53of the engine block or base. An arm. 5l is xed to the support 53 onwhich a lever 55 is pivotally mounted between its ends. .fr rod 56 isconnected to the outer end of the lever and may lead to any suitableplace for manual control, it being evident that the lever may be swungto different positions by a longitudinal. movement of the rod 56. Theinner end of the lever 55 is formed as a yoke to engage with a collar 57connected to or formed integral with the driving gear 5l.

It=is-evident that with the driving gear 5i. located at differentpositions in the width of the face of the gear 50, the cam shaft 33 isturned to a diierent angular position with respect to the driving shaft52 and therefore that the cams 3d will operate to eiect its results(later appearn ing), of altering or varying the time of injection offuel.

The cam shaft 32 has a splined projecting end 58 on which a combinedgear 59 and collar 60 is mounted meshing with and being driven by thegear 50. A second arm 6l is carried by the support 53 on which a lever62 is mounted, the outer end of the lever` having a rod 63 securedthereto which leads to any suitable place for manual control. The pivot64 at the inner end of the lever 62 is permanently connected therewithand an eccentric 65 is permanently secured on the pivot 84, it beingapparent that on angular movement ofv the lever 62 the eccentric swingsabout the axis oi the pivot 64. A lever 66 is mounted around theeccentric and has its inner end formed as a yoke to connectwith thecollar while the outer end has a rod 67 leading therefrom to anysuitable governor control for shifting gear 59 to different positions inthe width of the face of the gear 50. And, as will now be described,such shifting of the gear 59 either manually through actuating the rod63 or automatically through the governor control rod 67 has the eect ofchanging the quantity of fuel injected into the engine cylinders,inasmuch as a shifting of the spiral gear 59 along the inclined spiralteeth and grooves of the gear 50 alters the relative position or thecams 34 and 35.

In the operation of the device the cam shafts 32 and 33 rotate inopposite directions and lift the levers 36 and 36a. IThe fuel from themain fuel supply either under gravity or`under light pressure ows fromthe pipe 2 into the chamber or cavity at 3 and thence into the chamber6. The down stroke of the piston 47 of the pump caused by the spring 43when the lever 36a moves downwardly to the lower parts of the cam 35causes;

suction whereby the pressure o1e air overcorriesY the spring l0, openingthe valve at 9 and thereby drawing fuel into the chamber l1. Theupstroke or the piston 47 forces the liquid in the chamber ll, thechamber being lled with liquid, to

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Leanser the valve at 17 which is lifted and the liquidi thereupon pumpedoutward through the pipe 19 leading to the cylinder injection valve.Such ow of liquid will occur only so long as the valve at 24 remains inits closed position. The valve 24, however, is lifted when the cam 34raises the rod 43 against the valve 24, whereupon the valve 17 closesand the liquid is pumped vinto the chamber 23 and thence through theby-pass pipe 26 back to the main fuel supply. y It is evident that thequantity of liquid injected is dependent upon the length of time thatthe piston 47 is moving upwardly on its pumping stroke before the valve24 is lifted, and that a greater quantity of liquid will be pumpedthrough the pump 19 and injected into a cylinder the later the cam 34 isin operating the rod 43 upwardly. Therefore, a shifting of the gear 59across the face ofv the gear 50 either retards or accelerates the timeof engagement of the cam 34 with the lever 36 which serves to actuatethe rod 43, and the quantities of fuel for different speed and load bothmanually or by governor.

The time at which the injection will take place into an engine cylinderis dependent upon how soon or how late the upward pumping stroke of thepump piston 47 takes place relative to the piston compression stroke andthis is regulated and controlled by the cam 35 coming to a position tooperate the piston 47 at an earlier or later period. It is evident thatshifting the gear 51 to different positions in the length of the spiralgear 50 will either move the cams 35 forward or back of an intermediateposition such as illustrated in-Fig. 2 and the fuel be injected eitherslightly before or slightly after or directly at the time the piston isat its uppermost position in the cylinder and on dead center to thecrank shaft, being in several respects analogous to retarding andadvancing the spark in internal combustion engines fires by spark plugs.

The construction described is of a very practical, simple and compactdesign, and particularly available for use with the small compact highpower internal combustion engines" used in automotive or marine workwhere there is necessarily a Wide variation of speed of operation and ofresistance encuntered and great flexibility of operation is absolutelynecessary. The use of the two cam shats, one for timing and the otherfor controlling fuel quantities, is very practical and the necessaryfeature of 'the present invention. Various changes in detail ofstructure may be resorted to without departing from the invention whichis defined in the appended claims and which is to be consideredcomprehensive of all forms of structure coming within the scope of theclaims.

I claim: l

1. In a fuel pump having a plunger anda spill valve and cams on camshafts for respectively operating s aid plunger and valve, thecombination of a spiral gear of relatively wide face on one of said camshafts, a drive shaft, a spiral gear splined thereon in mesh with thefirst spiral gear and having a narrower face than the rst spiral gear,means for adjusting the second spiral gear lengthwise of the shaft onwhich it is splined, a third spiral gear splined on the other cam shaftalso having a narrower face than the first gear, and means for adjustingthe third spiral gear lengthwise of its shaft, substantially as and forthe purposes described,

2. In a mechanism of the class described having a body with a chambertherein, a plunger operable in a portion of chamber and a spill valveassociated with said chamber whereby release of pressure therein may behad, the combination of revoluble means for operating said plunger, asecond means for operating said spill valve, means for synchronouslyadjusting the first and second means relative to each other, a thirdcommon driving means engaging the first means, said iirst means beingconnected to said second means to drive the same in timed relationshiptherewith and means for adjusting said third.

means wherebyv said first means is driven in timed relationship from thethird means.

3. In a mechanism of the class described having a body with a chambertherein, a plunger operable in a portion of chamber and a spill valveassociated with said chamber `whereby release of pressure therein may behad, the combination of`revoluble means for operating said plunger, asecond means for operating said spill valve, a third common drivingmeans, said first means being connected to said second means to drivethe same, adjustable means between the common driving means and thefirst means including two internieshing` axially movable helical gears,and. two independently operable sets of regulating means therefor.

MARK J. GOLDBERG.

